background document review summary table · for precinct l3 and l4 active frontages are proposed...

13S170 Issue: A-Dr2 - 15/12/14

Lindfield Local Centre, Transport Network Model Study, Report

Background Document Review Summary Table

13S170 Issue: A-Dr2 - 15/12/14


Table A.1: Summary of Background Documents

Documents Major Conclusions and Recommendations

Ku-ring-gai LEP (Local

Centres) 2012; Set car parking requirements, zoning and height limits for certain sites.

A number of distinct precincts are proposed for Lindfield.

L1 – Balfour Street retail area

L2 – Pacific Highway retail area

L3 – Tryon Place mixed use area

L4 – Tryon Road and Lindfield Avenue retail area

L5 – Lindfield Community Hub

L6 – Buildings in R4 zones

A selection of the proposed community infrastructure includes:

Construction of a new Balfour Lane on the south-western boundary of the site which retains the current

level of access to properties fronting the Pacific Highway. The lane will have footpaths both sides of the

carriageway and include a landscape zone with significant screen planting along the western edge side

of the lane. (Land dedicated to Council as part of site redevelopment).

Extended right turn bay on Pacific Highway and Balfour Street/Havilah Road intersection.

Construction of a new 12 metre wide two-way street (realigned Drovers Way) between Beaconsfield

Parade and Bent Street including on-street parking.

A new kiss-and-ride zone and taxi ranks on Woodford Lane.

Upgrade and widening of Bent Lane including new footpaths (additional land dedicated to Council as

part of redevelopment of adjoining sites).

Upgrade and widening of Woodford Lane including new footpaths (additional land dedicated to Council

as part of redevelopment of adjoining sites).

Tryon Lane is retained and improved with new footpaths and car parking.

Construction of new two way lane between Pacific Highway and Tryon Lane (land dedicated to Council

as part of site redevelopment) with footpaths.

A new town square at Tryon Place including: the closure of Tryon Place to vehicle traffic (emergency

vehicles excepted); installation of high quality paving, furniture and new tree planting; and disabled

parking for the rail station.

Installation of new traffic signals at the intersection of Tryon Road and Lindfield Avenue (and removal of

existing pedestrian activated traffic signals on Lindfield Avenue).

A new pedestrian lane way from Lindfield Ave to Havilah Road (land for access way dedicated to

Council).

A new pedestrian lane way from Havilah Lane to Milray Street (land for access way dedicated to Council).

Widening and modification of Kochia Lane and Havilah Lane including new footpaths both sides.

Upgrade and widening of Havilah Lane including new footpaths (additional land dedicated to Council as

part of redevelopment of adjoining sites).

Other works to be undertaken and funded by the State Government include the construction of a new

240 space commuter car park and a new kiss and ride area (Transport for NSW).

Ku-ring-gai DCP (Local

Centres) 2013

Building setbacks are shown in Figure 1E.3-1.

A number of pedestrian through site links are proposed along with new awnings to improve the pedestrian

environment. Figure 1E.5-1.

For Precinct L1 and L2, active frontages are proposed for Pacific Highway, Balfour Street, Bent Street and

Beaconsfield Parade and Bent Lane and Woodford Lane wherever possible.

For Precinct L3 and L4 active frontages are proposed for Tryon Place, a new lane, Tryon Lane, Kochia Lane,

Chapman Lane, Lindfield Avenue, Tryon Road, to the proposed town square and to Havilah Lane and Milray

Street (wherever possible).

For Precinct L5 and L6 active frontages are proposed to the new park, Woodford Land and the street (re-

aligned Drovers Way) and supporting active frontages wherever possible.

Vehicle and pedestrian access points to each lot are indicated in Figure 1E.6-1.

13S170 Issue: A-Dr2 - 15/12/14


Ku-ring-gai Public

Domain Plan

Identifies a number of objectives and principles that should be followed in relation to:

Pedestrian access and circulation

Integrated transport

Vehicle access and circulation

Other public domain design criteria.

This document was used as a reference in the DCP preparation.

Ku-ring-gai

Contributions Plan 2010

Summarises a range of projects to be completed in the Lindfield Local Centre between 2004 and 2031. It

includes a total of approximately $20M for the identified works in the areas of:

Traffic signals and intersections

New streets

Road modifications

Transport

Through-Block connections

Streetscape improvements

Street pedestrian lighting

Undergrounding of overhead power lines

Street tree planting.

A detailed plan is provided which demonstrates where the projects will be completed.

Ku-ring-gai Town

Centres Parking

Management Plan

The recommendation for Lindfield from the ARUP parking study is:

“Provide future car parking on site in major retail/commercial and mixed use developments in accordance

with Council’s Town Centres LEP 2006 and retaining existing public car park numbers.

Additional public car parking will be provided on the western side of the Pacific Highway/Railway Line

primarily through the construction of new roads between Beaconsfield Parade, Bent Street and Balfour

Street.”

The document also has a number of strategies and recommendations in relation to car parking rates,

enforcement, how parking should be provided in Town Centres, resident parking (that it not be introduced),

commuter parking, parking restrictions, bicycle parking, motorcycle parking, school parking, taxi zones and

clearways.

The plan also identified long and short-term parking strategies for the eastern and western sides of the

Lindfield Local Centre. During the construction of new facilities, strategies to replace the lost short-term

parking area identified.

A map is provided which demonstrates the proposed long-term parking restrictions across the Lindfield

Local Centre.

Ku-ring-gai Councils

Submission to the Draft

Metropolitan Strategy for

Sydney 2031

The submission by Council provides commentary on key aspects of the chapters of the Draft Metropolitan

Strategy for Sydney 2013 (March 2013) that are of particular interest and relevance to the Ku-ring-gai Local

Government Area. The submission raised concerns that the revised dwelling targets in the draft Metro

Strategy changed the target delivery period from 2004-2031 in the original Draft Metropolitan Strategy (2005)

and thence, 2006-2036 in the Draft Metropolitan Plan for Sydney 2036 (2010) to 2011-2031 in the current draft

Strategy. It was understandable that the revised Metro Strategy should look forward from the latest census, but

that this should also recognise Ku-ring-gai’s effective delivery of a significant number of new dwellings

approved from 2004 onwards.

Lindfield Town Centre

Traffic Study (Arup, 2006

and 2008)

Provides a detailed study of the existing intersection operation across the study area, looks at the proposed

future growth of the centre and identifies some potential future road network improvements to increase

capacity.

Lindfield Town Centre

Traffic Improvement

Concept Plan

The concept plan prepared by Ku-rung-gai Council provides detail around the proposals for new roads and

alterations to Pacific Highway, new signalised intersections, changes to parking restrictions and traffic

calming measures.

Ku-ring-gai Bicycle Plan On-road bicycle facilities are proposed for Lindfield Avenue, Nelson Road, Trafalgar Avenue, Highfield Road,

Wallace Parade and Balfour Street connecting under the train line, Russell Avenue, Kochia Lane

Draft Ku-ring-gai

Pedestrian Access and

Mobility Plan

Maps the existing pedestrian infrastructure across the Local Centre and summarises the existing barriers and

constraints for pedestrian movement around the Lindfield Local Centre. The PAMP also has a number of

recommended upgrades across the Local Centre. The majority of these include installation of pedestrian

fencing across Pacific Highway, improved lighting, improved footpath quality and some new footpaths.

13S170 Issue: A-Dr2 - 15/12/14


State agency

consultation with Roads

and Maritime Services

regarding the Lindfield

Town Centre Traffic

Improvement Concept

Plan 2008

Ku-ring-gai Local Centres - Planning Proposal Item GB,8 Ordinary Meeting of Council - 3 April 2012

• 9.5 Lindfield Local Centre - Land Use Strategy (page 94) "Key Site No. 1 (corner Tryon Place) - height

increased to 23.5 metres (7 storeys) to allow redevelopment of existing shops ... " - RMS has concerns

regarding increased traffic flows which will be generated by the redevelopment of the existing retail.

Additional traffic generated from Key Site No.1, the impact on signalised intersections within and

surrounding the local centre, as well as pedestrian improvements around the site, should be assessed with

development as it occurs.

Planning Proposal Ku-ring-gai Local Centres Local Environmental Plan

• RMS raises no objection to the proposed zoning amendments as there will be minimal impact upon the

Pacific Highway.

Proposed Road Traffic Improvements

• RMS raises no objection to the realignment of Balfour Lane, the extension of parking restrictions in Balfour

Street, the extension of Tryon Place southward to a new connecting road, a pedestrian only connection

between the Pacific Highway and the new access lane at Tryon Lane, the extension of parking restrictions on

Grosvenor Road, and the new local road connection between Beaconsfield Parade and Bent Street, as

detailed in the Lindfield Local Centre, Proposed Road Traffic Improvements Plan (dated 11/7/2012).

• RMS raises no objection to the signalisation of the Pacific Highway and Strickland Avenue intersection to

provide dual right turn lanes out of Strickland Avenue into the Pacific Highway.

• RMS raises no objection to the proposed one-way traffic direction on Havilah Road, between the Pacific

Highway and Lindfield Avenue or to the extension of the right turn bay on the Pacific Highway (by 55

metres), for traffic turning right into Havilah Street from the Pacific Highway.

These improvements are consistent with the RTA's (now RMS) advice dated 24 October 2008.

• RMS raises no objection to the signalisation of the Tryon Road and Lindfield Avenue intersection

RMS reiterates its advice dated 24 October 2008 for the Lindfield Local Centre:

"The RTA [now RMS] recommends the removal of the Burleigh Street signal phase and to restrict movements

on Burleigh Street to left in/left out only."

13S170 Issue: A-Dr2 - 15/12/14


Transport Stakeholder Issues Workshop Minutes

www.peopletrans.com.au Page 1 of 3

Meeting Minutes

Job Number: 13S170 Rep Alan Stewart Date: 20/09/13

Job Name: Lindfield Local Centre – Transport Network Study Time: 10:00am-

12:00pm

Client: Ku-ring-gai Council Location:

Ku-ring-gai

Council Offices,

Gordon

Purpose: Stakeholders Issues Meeting

Attendees:

Joseph Piccoli (JP) – KMC

Bill Royal (BR) – KMC

Noah Tranter (NT) – KMC

Alan Stewart (AS) – Project Director, PeopleTrans

Matthew Houlden (MH) – Project Manager, PeopleTrans

Matthew James (MJ) – TfNSW

Sam Ward (SW) – TfNSW

Divna Cvetojevic (DC) – RMS

Owen Hodgson (OH) – RMS

Apologies:

Anissa Levy - TfNSW, Ennio Morrison - RMS, Kathryn Hawkins - RMS, Peter McCue

- PCAL, Simon Kinnear - TMA, Tony Biddle - TfNSW, Tonu Aisatullin - TfNSW, Tom

Longworth - TMA, Steven Scott - Transdev, Maria Leotta - KMC.

Distribution: All Attendees

Item Action Date

1. Round table introductions were conducted. Note NA

2.

BR provided background to the study which was initiated by TfNSW’s

proposal for commuter car parking at Lindfield and Council’s desire to

consolidate community facilities into a more centralised location within

the Town Centre.

Note NA

3.

AS explained that the key purpose of this meeting was to identify things

that were important to consider as part of the study and further to

identify key land use and transport issues. AS further explained that a

number of external stakeholders had been invited but they had either

declined or simply not responded despite follow-ups.

Note NA

4.

AS introduced the objectives of the study and the program which was

being worked to and outlined the progress that had been made to date.

A proposed land use map was tabled which was going to form the basis

of the analysis undertaken. Council agreed to review this and provide

comment.

KMC WE

27/09/13


Item Action Date

5

BR indicated that they were hoping to take a report on the Masterplan

to Council in the first 1-2 weeks of December and it would be useful to

get some initial results of the modelling as soon as possible in

November.

PeopleTrans TBC

5.

MJ indicated that TfNSW’s preference for the location of the commuter

car parking was to consolidate it into one location on the western side

of Pacific Highway but did acknowledge that they would consider

splitting it only if there were strong reasons for doing this.

Note NA

6

Council indicated that they are firming up the land use options for the

Masterplan site on the western side of the Pacific Highway which should

be finalised and provided with the next 2-3 weeks.

KMC As soon as

available

7.

AS outlined the current landscape as it related to each individual mode

of transport as follows.

General Traffic – Queuing at Balfour Road/Pacific Highway Intersection

& Grosvenor Road/Pacific Highway intersection. Current traffic volumes

on the Pacific Highway indicate much higher volumes during the AM

peak period inbound compared to the PM outbound or Saturday (both

directions).

Buses – Typically very low occupancy during the AM, PM & Sat Peak

Periods. Bus stop environment is good with shelter and buses have no

operational issues accessing the bus stops.

Bicycles – Lindfield Avenue is a key commuter route during the AM

(southbound) & PM (northbound) weekday peak periods. Lindfield is not

a destination for bikes.

Taxis – Taxi rank in Lindfield Avenue is quite heavily utilised by waiting

taxis but this location appears to be a dispatch location rather than used

for pickup of passengers at Lindfield Station.

Kiss & Ride - There is informal kiss ride activity taking pace in Woodford

Lane. This is an attractive location due to being able to access and

egress easily from the north. There may be opportunities to provide

more kiss & ride closer to the station.

Pedestrians/Safety – During the AM & PM weekday peak hours the

movement of people is defined primarily by the arrival and departure

times of the trains. The pedestrian crossing across the Pacific Highway

poses a safety risk due to the long wait time and narrowness of the

central median island. This was demonstrated by video.

Note NA


Item Action Date

8 There was a break for morning tea. Note NA

9

AS put up a 3 x Powerpoint slides with the following headings:

1. Important things for this study

2. Key Land Use Issues

3. Key Transport Issues

These were documented and have been prepared in a separate

table attached to these minute.

Note NA

10

AS indicated that the next steps were to finalise the data analysis and

complete the existing commuter model. The next stakeholder meeting

was planned towards the end of November 2013.

Note NA

The meeting closed at 11:30am. Note NA


Lindfield Local Centre Transport Model

Summary of Issues from the First Workshop 20/9/13

Category Issue

Land Use Existing community facilities are spaced out across the Local Centre.

There is a clear disconnect between the east and west side of Lindfield resulting

from the barrier of Pacific Highway and the railway line.

Pedestrians Pedestrian crossing (safety) across Pacific Highway – potential above grade

crossing (not part of initial scope).

Disabled access, check draft PAMP for existing issues.

Intersection of Havilah Road / Lindfield Avenue and the underpass is difficult to

cross.

Bicycles No major issues at the moment but the community hub is expected to become a

destination.

Taxis No major issues identified. Taxi rank is primarily used as a lay-up before getting

calls for jobs.

Train No major issues identified. New timetable coming in late October.

Parking 240 space commuter car park – preference to all be together but if significant

constraints, they could be split.

Clearways – how could any changes impact Lindfield – include consideration of

other parking issues along the highway.

Motorcycles and scooter parking consideration for new car park.

Kiss and Ride Informal Kiss & Ride operating in Woodford Lane.

Tryon Place also used as well as the west side of Pacific Highway (small amount).

Could the existing pedestrian crossing on Pacific Highway be relocated to Tryon

Place.

Buses No major issues identified in the study area.

Potential for bus lanes on Pacific Highway if no parking (if warranted).

Loading / Heavy Vehicles No major issues identified.

Cars and Road Network Bent Lane / Balfour Street – narrow, two way access.

Consideration of Council traffic scheme and necessary input from RMS if anything

changes as a result of our study. What changes would be required if scheme is

implemented.

13S170 Issue: A-Dr2 - 15/12/14


AM, PM & Saturday Peak Hour Traffic Survey Summary

13S170 ‐ Lindfield Local Centre Transport ModelVolume Diagram ‐ Typical Weekday AM 0715 to 0815

Counted by MH

Worked out from other counts

Counted by SkyHigh 8 2,496

Estimated 15

Additional Counts Needed Highfield Road 250

Tuesday 8th October 2013A Site Location

112 1,264

1,376

2,746

Wolseley Road

A 12 1,387 2,7971 4

9 23 31 68 2,523 206 3 47 543 25 2023 162 107 376 ‐3 373 86 B 46

0 5% 2 45 Balfour Street 287 Havliah Road 6

9 6 139 123 16 36

160 64 0 5 143 36 65 20 9

134 10 21 95% 42 1,233 63 29 159 138 8 32 6 7

Bent Street 5 33% 67%

7 708 67

77 C2 1 1 4 Kochia Lane

Bent Street

Newark Crescent 21 285 6

8 3 29 6 2,597 D Milray Street 1615 7 558 150 31 41 17 21 10 44 37 32 91

93 22 13 24 15 153

6 Tryon Road 186 206 21

11 33 113 54 17 76

54 17 7 12 46 123 205 250 210

178 60 27 22 20 0

Pedestrian Crossing

659 22

2,582 15

Tryon Lane

Tryon Place

10

238 26

10 612 47

32 15 28 15 2,592 1455 6 Russell Avenue

1 61 31

20 11

28 233 5

2 4 3 10 23 1,281

572 51

2,592 15Middle Harbour Road

69

2,634 42 202 169 8

1 2,463 51

0 2,600 34 5 202 390

109

Strickland Avenue 36

6 4

214 204

27 1,298 111 18 68

1 2,463

1,436 4 2,811 2,814 ‐3

‐1 1,437

54 66

185 1,371

7 1,272

2,811

1,382

Llewellyn Street

1936 125 2,513

1

Grosvenor Street 259 Burleigh Street

13

4

206 1,333 6BlankC:\Users\Matthew Houlden\SkyDrive\PeopleTrans\Projects\13S170 - Lindfield Transport Modelling\7. Working Files\Survey Data\Turn and Ped Counts\131016-13S170 - Full TM Counts.xlsx

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13S170 ‐ Lindfield Local Centre Transport ModelVolume Diagram ‐ Typical Weekday PM 1630 to 1730

Counted by MH



Estimated 20


A Site Location

112 2,003

2,115

1,538

Wolseley Road

A 12 2,116 1,5561 4

52 138 66 87 1,293 176 3 31 244 18 2047 211 126 363 3 366 122 B 56


9 10 189 120 27 20

100 124 0 3 190 50 89 11 3

43 11 35 95% 63 1,930 61 24 177 291 14 42 8 11


10 425 44


Bent Street


5 4 48 1 1,371 D Milray Street 1610 7 239 186 79 48 17 18 8 20 23 6 84

31 30 13 23 23 232

10 Tryon Road 233 258 16

11 21 128 54 11 58

61 31 17 5 39 118 167 192 158

333 70 17 46 34 3

Pedestrian Crossing

318 39

1,356 15

Tryon Lane

Tryon Place

20

403 26

10 270 48

19 19 17 25 1,376 1430 6 Russell Avenue

4 62 52

14 7

30 377 6

4 4 7 5 49 1,930

257 20


44

1,430 54 112 339 24

1,412 66

0 1,366 64 5 126 142

206


6 5

139 148

51 1,973 166 19 157

1,774 179 1,560

1 1,506 1,505 1

‐1

31 39

1817 2,152

14 1,922

1,506

Llewellyn Street

1963 91 1,448

2


3

1

308 2,031 3

2,190

2,191

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1/116/12/2014, 10:19 AM

13S170 ‐ Lindfield Local Centre Transport ModelVolume Diagram ‐ Typical Saturday 1100 to 1200

Counted by MH



Estimated 21


Sat 21 Sep 2013A Site Location

79 1,579

1,658

1,828

Wolseley Road

A 12 1,656 1,8801 4

39 83 72 76 1,655 149 3 50 410 31 2028 180 80 309 4 313 87 B 63


9 109 192 98 15 16

102 113 0 3 95 37 98 21 2

46 12 38 86% 55 1,486 80 52 189 220 16 32 7 5


8 526 69


Bent Street


4 2 33 8 1,773 D Milray Street 165 7 383 143 70 43 17 18 7 27 16 14 93

30 25 13 43 17 159

12 Tryon Road 179 187 13

11 30 144 43 10 62

20 34 12 14 53 94 168 192 160

249 79 21 30 15 0

Pedestrian Crossing

452 25

1,758 15

Tryon Lane

Tryon Place

20

328 11

10 416 36

19 15 18 12 1,778 1431 6 Russell Avenue

5 45 39

11 16

18 300 10

1 4 2 5 34 1,525

409 23


40

1,742 ‐36 282 270 22

0 1,697 45 5 203 234

165


11

222

50 1,548 144 30 127

1,742 0 1,921 1,919 2

‐2 1,744

47

1812 1,697

1,921

Llewellyn Street

1941 97 1,810

3


7

3

168 1,679 8

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1/116/12/2014, 10:19 AM

13S170 Issue: A-Dr2 - 15/12/14


Ku-ring-gai LGA – Residential Apartment Ratio Assessment

(2-bedroom versus 3-bedroom)

Approved RFB Yield Within Lindfield Local Centre(Provided by Ku‐ring‐Gai Council 16/09/13)

Site Property No. Description 1 2 3 4 Total2‐6 Wolseley Road 134202 18 units 4 12 2 0 1820‐22 Tryon Road 131800 26 units 2 7 15 2 265,5A,7 Gladstone Parade 112370 27 units 1 19 7 0 275‐9 Woodside Avenue (2B Havilah Road) 142710 27 units 0 10 17 0 27

Ave %7‐15 Milray Street 142803 58 units 0 18 40 0 58

2‐8 ,Milray Street, 10 Havilah Lane 120814 72 units 0 12 57 3 729‐25 Tryon Road 131606 74 units 0 9 65 0 74

Ave %

Site Property No. Description 1 2 3 4 Total2‐6 Wolseley Road 134202 18 units 22% 67% 11% 0% 100%20‐22 Tryon Road 131800 26 units 8% 27% 58% 8% 100%5,5A,7 Gladstone Parade 112370 27 units 4% 70% 26% 0% 100%5‐9 Woodside Avenue (2B Havilah Road) 142710 27 units 0% 37% 63% 0% 100%

Ave % 8% 50% 39% 2%7‐15 Milray Street 142803 58 units 0% 31% 69% 0%

2‐8 ,Milray Street, 10 Havilah Lane 120814 72 units 0% 17% 79% 4%9‐25 Tryon Road 131606 74 units 0% 12% 88% 0%

Ave % 2% 28% 69% 2%

Bedrooms

Bedrooms

ADOPT 60/40 Ratio for future residential 30 units or less

ADOPT 30/70 Ratio for future residential 30 units and above

C:\Users\Alan\OneDrive\PeopleTrans\Projects\13S170 ‐ Lindfield Transport Modelling\7. Working Files\Future Options\131129‐13S170 ‐ Development Scenarios MASTER_Rev3.xlsx

13S170 Issue: A-Dr2 - 15/12/14


Modelling Methodology, Assumptions & Traffic Generation

Calculations

13S170 Issue: A - 5/12/14

Lindfield Local Centre, Modelling Methodology, Assumptions and Traffic Demands Note

Lindfield Modelling Methodology, Assumptions and

Traffic Generation Note This note outlines the proposed future land use options modelling methodology and the underlying

assumptions utilised in determining the future traffic demands or traffic generation for the Lindfield

Transport Network Model study. The modelling methodology is also represented graphically in

Attachment 1.

The approach consisted of the following key tasks following acceptance by RMS and Council of the

existing 2013 Base AM, PM and Saturday Commuter Transport Models.

1.1 Prepare Future Baseline Traffic Models (AM, PM & Saturday) – 2023

Year In the case of Lindfield, this would incorporate the following land uses as indicated in Attachment 2:

Approved DA traffic matrices (Includes site M1)

Anticipated Council Town Centre LEP Development take up traffic matrices (Includes

residential sites R1-R13 and sites M2 & M3)

Committed short term infrastructure projects i.e. (Lindfield Avenue/Tryon Road Traffic

Signals)

The project team has qualified that the anticipated LEP development above is generally consistent with

the Bureau of Transport Statistics 10 year population and employment growth projections for the

Lindfield Travel Zone Areas TZ2578 and TZ2580.

1.2 Prepare Future Land Use Options Traffic Models (AM, PM & Saturday)

– 2023 Year In the case of Lindfield this incorporated the Woodford Lane Land Use Options (A‐E) traffic demand matrices as also indicated in Attachment 2.

Run 2023 Models with each of the five Woodford Lane Land Use Options A-E traffic

(AM/PM/SAT) and compare impacts against the Baseline to determine a preferred Woodford

Lane Land Use Option.

Undertake an iterative assessment of transport management measures in support of the

preferred Woodford Lane Land Use Option.

In order to test the traffic and transport implications of potential development options these base

models needed to be modified to reflect expected future conditions.

The types of changes applied to the base models included:

Additional demands due to existing site development approvals, which are expected to be

taken up in the near-term;

The additional demands associated with the land use options under consideration for the

town centre as a whole; and

Potential committed changes to the road infrastructure to support these land uses.

13S170 Issue: A - 5/12/14


2. Future Traffic Demand & Trip Distribution Assumptions

2.1 Future Demands The future demands or traffic generation that were analysed using the commuter transport model were

determined based on projections of future land use for the Lindfield Town Centre. The calculation of

these future demands and how they are spatially distributed within the network are important inputs

into the transport model.

The details of the future demands and spatial distribution together with the supporting assumptions

are described in the following sections.

2.2 Traffic Generation Rates The traffic generation rates used for the proposed land uses have been sourced primarily from the

RMS’ latest trip generation research, particularly as it relates to medium and high density residential

apartments, supermarkets and speciality retail land uses.

The medium and high density residential rates take account of the effects of public transport

accessibility as it relates to some trips being taken by public transport which is relevant in the context

of Lindfield with good access to rail and buses on the Pacific Highway.

Industry recognised directional in/out balances for the various land uses have been applied as follows:

Residential – AM (20% In/80% Out); PM (60% In/40% Out)

Retail – AM/PM (50% Out/50% In)

Community – AM/PM (50% In/50% Out)

Commuter – AM (100% In/0% Out); PM (90% In/10% Out).

Other important assumptions adopted which relate to traffic generation and land use include the following:

2.2.1 Residential All new residential apartments with 30 units or less have been classified as medium density.

New medium density residential apartments consist of 60% three bedrooms and 40% two or

less bedrooms based on recent DA information provided by Ku-ring-gai Council.

All new residential apartments with 30 units or more have been classified as high density.

New high density residential apartments to consist of 30% two bedrooms or less and 70%

three or more bedrooms based on recent DA information provided by Ku-ring-gai Council.

New residential apartment sizes assumed to be 110m2 (2 beds) and 150m2 (3 beds) as

utilised on other Ku-ring-gai Local Centre projects.

2.2.2 Retail A factor of 0.75 has been applied to retail floor spaces quoted as gross floor area (GFA) to

provide a gross leasable floor area (GLFA) figure consistent with the retail rates as

recommended by RMS.

The AM weekday peak hour trip generation is 50% of the PM peak hour trip generation

reflecting the low level of retail activity during this time period.

13S170 Issue: A - 5/12/14


2.2.3 Community Uses A traffic generation rate of 1 movement per 2 spaces has been estimated for the weekday

AM peak hour (30 movements in and out).

A traffic generation rate of 1 movement per space has been estimated for the weekday PM

and Saturday midday peak hours (60 movements).

2.2.4 Station Commuter Parking 50% of all commuters enter the car park during the weekday AM traffic peak hour, with the

remaining 50% entering prior to the traffic peak hour.

25% of all commuters leave the car park during the weekday PM traffic peak hour.

A proportion of this car parking will be by users who currently park within Woodford Lane,

as well as those who park on-street in the general area around the station precinct. It is

assumed that vehicles that might be attracted to these proposed spaces from existing

on-street parking would be net additional to the model area, as they may currently park

further from the station than the model extents.

2.2.5 Council Car Park The existing Council car park, which contains 40 unrestricted and 72 time-restricted parking spaces,

will be replaced within the development. The traffic model will direct vehicles to park in these

incremental spaces where they present a more attractive option than other spaces in the surrounding

streets.

3. Traffic Discounts Traffic discounting within a town centre environment is often something which is overlooked resulting

in an overestimation of traffic generation and ultimately an overestimation of the impacts. The key

traffic discounts which can be applied to this study are as follows:

Multi-Purpose Trips (sometimes referred to as Non-Diverted Linked Trips) – Shoppers

already coming to the town centre who extend their stay to visit the new retail development.

Pass-By Trips (sometimes referred to as Diverted Linked Trips) – Shoppers already passing

the site that divert to the new retail development.

RMS research1 states however that for new retail development within existing Town Centres that a

20% reduction can be applied to the total generation into the site encompassing primarily multi-

purpose trips.

No trip reduction has been applied for residential uses and only a 10% trip reduction has been applied

to community uses based on the fact that the community facilities will include function rooms with not

as many multi-purpose trips resulting from this use.

1 RMS Guide to Traffic Generating Developments 2002, Page 3-7 & RMS Linked Trips and Traffic Generation Review Summary Report, 1987,

Page 12&13.

13S170 Issue: A - 5/12/14


It is also important to ensure that with any traffic generation calculation that the existing trips

associated with the existing land uses are deducted as these trips are already accounted for within the

existing traffic currently on the road network.

The future demands for the residential LEP and Woodford Lane land use development sites are

included in in Attachment 3.

4. Future Network Distribution The spatial distribution of future trips onto the network is influenced not only by the type of trip to be

made but also by other factors like the configuration of the road network and the location of the site

access relative to the network.

The three main types of trips applicable to the Lindfield Town Centre are residential, retail/town centre

and commuter.

Information used in determining the trip distribution for these trip types are set out below.

4.1 Residential The source for determining the spatial distribution for residential land uses was a combination of the

existing traffic distributions within the base model as well as the Journey to Work Census data i.e.

Where Lindfield residents work?

4.2 Retail/Commercial The source for determining the spatial distribution for retail/commercial land uses relate to a notional

catchment based on the relationship with surrounding centres and the geographic barriers. The trip

distribution for town centre visitors uses dwelling numbers in each of the statistical area 1s (SA1) to

provide weights for the distribution as indicated in Attachment 4.

4.3 Commuter The source for determining the spatial distribution for commuters is based on an origin/destination

station survey undertaken on behalf of Ku-ring-gai Council as part of the development of the Town

Centres Parking Management Plans.

This survey indicated that of all those commuters driving to Lindfield Station in 2010 approximately

50% originated from the North, 25% from the East, 15% from the West and 10% from the South.

13S170 Issue: A - 5/12/14


Attachment 1

Lindfield Modelling Methodology Flowchart

Flowchart 1 ‐ Future demand development process flow chart

Specification of future model tests Development of future demands Traffic analysis of future baseline and Woodford Lane Options

Baseline Future Land Use

Land use traffic generation rates

Woodford Lane Future Options' Land Use

Estimate of incremental traffic

Estimate of incremental traffic

Adjustments applied, where required, to reflect pass‐by trips, linked trips and joined trip ends

Adjustments applied, where required, to reflect pass‐by trips, linked trips and joined trip ends

Existing year calibrated base demands

Baseline Future Demands Analysis using Commuter Traffic Modelto characterise baseline future performance

Traffic distribution information

Woodford Lane Future Options' Demands

Analysis using Commuter Traffic Modelto characterise options future performance

13S170 Issue: A - 5/12/14


Attachment 2

Lindfield Future Land Use Plan

PACIFIC HIGHWAY

GROSVENOR ROAD

BALFOUR STREET

STR

ICK

LA

ND

AV

EN

UE

HIGHFIE

LD ROAD

TRYON ROAD

PACIFIC

HIG

HW

AYPA

CIF

IC H

IGH

WA

Y

Not to scale

LIN

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D A

VE

NU

E

Legend

13S170 Lindfield Town Centre StudyKu-ring-gai Council

Figure 1.1: Land Use Plan - Approved and Likely Development Sites 2013-2031

Future/ Approved Mixed Use Development SitesFuture/Approved/Under Construction Residential Development Sites

Net Increase in Residential Dwellings74

Study Development Sites (Mixed Use)

Tryon RoadCar Park

Woodford Lane Car Park - Development Options A, B, C, D, E

77

12

74

62

78

169

8

90

62

31

18

304

14

Traffic Signals

Date: 25/02/2014 Version: Final

7

26

110

Alan.Stewart

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Alan.Stewart

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Alan.Stewart

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User

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R12

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M2

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R11

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R8

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R7

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R6

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R5

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M1

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R2

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M3

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R13

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Site label added by study team

User

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M4

13S170 Issue: A - 5/12/14


Attachment 3

Future Land Use Traffic Demands/Generation

Likely Town Centres LEP Mixed Use Development UptakeSite M1,M2 & M3

Mixed use site M1, summary of net traffic generationSite and condition

Weekday AM Weekday PM Saturday

Northern existing 30 57 25

Southern existing 64 115 132

Total existing 94 172 157Northern future 55 96 96Southern future 75 132 166Total future 130 228 262Net addition 36 56 105

Mixed use siteS M2/M3 traffic generation

SiteLocation Relative to Pacific

Highway

Net Increase in Residential Dwellings

Assumed Residential Type Rate (Source)

Net Change in Retail GFA Traffic Generation Rate

Weekday AM Peak Hour Trip Generation

AM In

AM Out

Weekday PM Peak Hour Trip Generation

AM In

AM Out

Saturday Midday Peak Hour Trip Generation Sat In Sat Out

Weekday AM Peak Hour Trip Generation AM In

AM Out

Weekday PM Peak Hour Trip Generation PM In PM Out

Saturday Midday Peak Hour Trip Generation Sat In Sat Out

M2 East 62 High Density 0.29/unit (RMS GTTGD) 20564.2 (Wkday PM) or 10.7

(Sat) per 100sqm 18 9 9 18 9 9 18 9 9 17 8 9 51 26 25 174 87 87

M3 East 31 High Density 0.29/unit (RMS GTTGD) 20834.2 (Wkday PM) or 10.7

(Sat) per 100sqm 9 4 5 9 4 5 9 4 5 28 14 14 55 27 28 163 82 81Total 150 75 75 231 115 116 231 115 116 45 22 23 106 53 53 337 169 168

NotesSaturday generation for Site 1 is assumed to be the same at the Weekday PM peak hour trip generation

Net increase in traffic generation based on approved reportsIncludes a 20% reduction for pass‐by trips for retailExisting showroom based on 1 movement per 100sqm during the PM and Saturday peaks with the AM 50% that rateExisting commercial rate based on 2 movements per 100sqm during the AM and PM peak hours with Saturday 10% of that rate.Assumed a 50% in out split for all periods

Mixed use sites M1/M2/M3 NET traffic generation summary table

M1 M2 M3Retail/Residential Retail/Residential Retail/Residential

AM 36 35 37PM 56 69 64SAT 105 192 172

Traffic Generation (NET) Summary Table ‐ M1,M2,M3 Sites

Residential and Combined Retail


Likely Town Centres LEP Residential Development UptakeTraffic Generation

SiteLocation Relative to Pacific Highway

Net Increase in Residential Dwellings

Assumed Residential Type Peak Hour Generation Rate

Peak Hour Trip Generation AM In AM Out PM In PM Out Sat In Sat Out

R1 West 90 High Density 0.29/unit (RMS GTTGD) 26 23 3 16 10 13 13R3 West 304 High Density 0.29/unit (RMS GTTGD) 88 79 9 53 35 44 44R8 East 74 High Density 0.29/unit (RMS GTTGD) 21 19 2 13 8 11 10R9 East 62 High Density 0.29/unit (RMS GTTGD) 18 16 2 11 7 9 9

R10 East 78 High Density 0.29/unit (RMS GTTGD) 23 20 3 14 9 11 12

R2 West 26 Medium Density0.5/2 Bed Dwelling & 0.65/3 Bed Dwelling (RMS GTTGD) 15 13 2 9 6 7 8

R4 East 7 Medium Density0.5/2 Bed Dwelling & 0.65/3 Bed Dwelling (RMS GTTGD) 4 4 0 2 2 2 2







Total 232 209 23 139 93 116 116Notes1. For medium density residential a ratio of 60% 2 bedroom and 40% 3 bedroom units has been adoptedBased on information provided by KMC


Lindfield Town CentreWoodford Lane Car Park Site Development Options A,B&DTraffic Generation

Option A UseArea (Sqm

GFA)AM Traffic Generation Rate and Source AM In AM Out

PM Traffic Generation Source PM In PM Out

Sat Traffic Gen Source Sat In Sat Out

FSR 0.93 to 1 Community Facilities 2700 30 0.5 spaces / hour 15 15 30 1 mvmt per sp 15 15 60 1 mvmt per sp 30 30

Height 11.5m Secondary Retail 400 74.2 per 100sqm GFA x 50% for AM 3 4 13

4.2 per 100sqm GFA (RMS GTTGD) 7 7 34

10.7 sp / 100sqm (RMS GTTGD) 17 17

Residential (Med Density) 2930 140.5/2 Bed Dwelling & 0.65/3 Bed Dwelling (RMS GTTGD) 12 2 14

0.5/2 Bed Dwelling & 0.65/3 Bed Dwelling (RMS GTTGD) 8 6 14

0.5/2 Bed Dwelling & 0.65/3 Bed Dwelling (RMS GTTGD) 7 7

TfNSW Commuter Parking 0 100 50% in in peak hour 100 0 5025% total (90% out and 10% in) 5 45 50

25% of all spaces (70% in and 30% out) 35 15

Council Parking 0 13 33% in peak hour 12 1 40 100% in peak hour 20 20 40 100% in peak hour 20 206030 164 142 22 147 55 93 198 109 89

Option B UseArea (Sqm





Height 11.5m Major Retail 3430 14210.35 PER 100sqm GFA 50% for AM 71 71 284

10.35 PER 100sqm GFA (RMS x .75) 142 142 303

11.025 per 100sqm GFA (RTA x.75) 151 151

Secondary Retail 400 74.2 per 100sqm GFA x 50% for AM 3 4 13


10.7 sp / 100sqm (RMS GTTGD) 17 17


/ g0.65/3 Bed Dwelling (RMS GTTGD) 19 13 32

/ g0.65/3 Bed Dwelling (RMS GTTGD) 16 16




Option D UseArea (Sqm





Height 17.5m Major 0 010.35 PER 100sqm GFA 50% for AM 0 0 0

10.35 PER 100sqm GFA (RMS x .75) 0 0 0

11.025 per 100sqm GFA (RTA x.75) 0 0



10.7 sp / 100sqm (RMS GTTGD) 0 0

Residential (High Density) 11060 24 0.29/Dwelling (RMS GTTGD) 21 3 240.29/Dwelling (RMS GTTGD) 14 10 24

0.29/Dwelling (RMS GTTGD) 12 12





Lindfield Town CentreWoodford Lane Car Park Site Development Options C&ETraffic Generation

Option C UseArea (Sqm





Height 11.5m Major Retail 3430 14210.35 PER 100sqm GFA 50% for AM 71 71 284

10.35 PER 100sqm GFA (RMS x .75) 142 142 303

11.025 per 100sqm GFA (RTA x.75) 151 151



10.7 sp / 100sqm (RMS GTTGD) 17 17


/ g0.65/3 Bed Dwelling (RMS GTTGD) 19 13 32

/ g0.65/3 Bed Dwelling (RMS GTTGD) 16 16



Council Parking 0 13 33% in peak hour 12 1 40 100% in peak hour 20 20 40 100% in peak hour 20 20Sub‐Total 1 13760 324 Sub‐Total 1 230 94 450 Sub‐Total 1 208 242 519 269 249

Coles Redevelopment Major Retail NET INCREASE 1,900 98

10.35 PER 100sqm GFA 50% for AM 49 49 197

10.35 PER 100sqm GFA (RMS x .75) 98 98 209

11.025 per 100sqm GFA (RTA x.75) 105 105

Secondary retail 3,000 1264.2 per 100sqm GFA

63 63 1264.2 per 100sqm GFA x 50% for AM 63 63 321

10.7 sp / 100sqm (RMS GTTGD) 161 161

Residential (High Density) ‐ Net Units 110 32 0.29/unit (RMS GTTGD) 29 3 32 0.29/unit (RMS GTTGD) 19 13 32 0.29/unit (RMS GTTGD) 16 16Sub‐Total 2 256 Sub‐Total 2 141 115 355 Sub‐Total 2 180 174 562 281 281Grand Total 580 804 1081

Option E UseArea (Sqm




Community Facilities 2820 31 0.5 spaces / hour 16 15 31 1 mvmt per sp 15 17 63 1 mvmt per sp 30 32

Major 4150 28613.8 PER 100sqm GFA 50% for AM 143 143 573

13.8 PER 100sqm GFA286 286 610

14.7 per 100sqm GFA 305 305



10.7 sp / 100sqm (RMS GTTGD) 120 120

Gymnasium 1000 15 3.0 PER 100 sqm x 50% for AM 7 8 303.0 PER 100 sqm

15 15 303.0 PER 100 sqm

15 15




https://d.docs.live.net/143db4540b509151/PeopleTrans/Projects/13S170 ‐ Lindfield Transport Modelling/7. Working Files/Future Options/Copy of 131129‐13S170 ‐ Development Scenarios MASTER_Rev3_HRA.xlsx

13S170 Issue: A - 5/12/14


Attachment 4

Lindfield Retail/Commercial Weighted Trip Distribution Figure

Catchment SA1s

800 m

User

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NE sector 23%

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SE sector 31%

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NW sector 24%

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SW sector 13%

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Town centre 8%

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Figure B3 - Town Centre catchment trip distribution weights (%)